Railway draft



(No Model) J. E. BROWN 8: E. E. PETTIT.

RAILWAY DRAFT APPLIANCE. No. 586,160. Patented July 13,1897.

FFIQE,

PATENT JAMES EMMETTBROWN AND EHMETT E. PETTIT, or WAUKESIIA,

' WISCONSIN.

RAILWAY DRAFT APPLIANCE.

SPECIFICATION forming part of Lettersilatent No. 586,160, dated July 13, 1897. Application filed September 26,1896. Serial No. 607,051. (No model.)-

To all whom it may concern:

Be it known that we, JAMES EMMETT BROWN and EMMETT E. PETTIT, citizens of the United States, and residents of WVaukesha, in the county of Waukesha and State of WVisconsin, have invented certain newand useful Improvements in Railway Draft Appliances; and we do hereby declare that the following is a full, clear, and exact description thereof.

Our invention has for its objectto prevent draw-bars of railway-cars from pulling out when breaks or disarrangement of parts in connection therewith occur, and a further object of said invention is to effect a maintenance of said draw-bars against longitudinal movement or vertical displacement after such breaks or disarrangement take place. These objects we attain by means of certain peculiarities of construction and combination of parts hereinafter specifically set forth with reference to the accompanying drawings, and subsequently claimed.

Figure 1 of the drawings is a longitudinally sectional view of a portion of a railway-car embodying our invention, this View being on the irregular plane indicated by line 1 1 in the succeeding figure, certain of the parts back of said plane being illustrated as partly broken away. Fig. 2 represents a transverse section on the plane indicated by line 2 2 in the preceding figure.

Referring by letter to the drawings, A A represents the center sills; B B, the drafttimbers immediately under said sills (J, an end sill, and D the dead-block at one end of a railway-car. At rest on a carry-iron E is a draw-bar F, this latter term being also applicable to the shank of a Master Gar-Builders coupling.

The shoulders I) of the draw-bar are in opposition to inturned ends 0 of the yoke G that embraces the draft-spring H and its follower-plates I, the latter being arranged to have their play intermediate of upper and lower longitudinal guide-bars J in bolt connection with brackets K on the inner sides of the draft-timbers B, above specified.

The construction and arrangement of parts thus far described is common in the construction of railway-cars, and the essential features of our invention are subsequently described in connection therewith, this invention being also applicable in connection with old or new draw-bars, and also to the latter in various forms known to the art. The showing herein made applies to a new draw-bar of one well-known form; but certain variations of construction by which our invention may be applied to an old draw-bar of similar form or to new and old draw-bars of other forms are matters of mechanical expediency that do not affect said invention in a generic sense.

As herein shown, longitudinal slots in the yoke-straps and draw-barmay take the place of the usual bolt-holes and be engaged by the vertical shank L of a buffer-head M, that comes to rest on the upper strap of the yoke, the lower end of the headshank being preferably provided with slots in the direction of its length for the engagement of taper keys N, driven in opposite directions below the lower strap of said yoke and having their narrowest ends slightly bent to prevent automatic displacement.

The front face of the buffer-headM is vertical and of sufficient area to have ample bearing against the inner face of the end sill when brought into contact therewith, as hereinafter set fort-h, and projecting from said front face of the buffer-head is a spur P, that is preferably in the form of the upper half of a cone, this spur being forced into said end sill at the same time the aforesaid bufferhead is brought into contact therewith. The rear face of the buffer-head is preferably curvilinear, and the sides of said head are vertical and parallel to the center sills above specified.

In rear of the buffer-head a transverse block of woodQ is preferably connected to the center sill by mortise-and-tenon joints and staybolts; but when it is not convenient to make said joints the block may have bolt connection with the end sill and dead-block in addition to its like connection with said center sill, the longitudinal bolts serving to compensate for the buffing strain that may come upon said block, as hereinafter set forth.

The means for holding the block Q in place and compensating for buffing strain thereon are matters of mechanical expediency not affecting the function of said block. Hence it has not been deemed necessary to fully illustrate either of the above-described possible means for that purpose.

Eyebolts R in connection with the block Q are engaged by trunnions cl, that extend from the rear end of a dog S in the form of a castmetal shell normally at rest on the top of the buffer-head M, the forward end of the dog being of a contour corresponding to that of the rear face of said head. Inasmuch as the buffer-head M has play along the horizontal inner face of the dog S incidental to reciprocation of the draw-bar under ordinary conditions the rear portion of this under or friction face of said dog is preferably recessed to prevent formation of a shoulder as the result of wear. The sides of the dog strengthen the latter, and being normally in opposition to the sides of the buffer-head lateral play of said dog is thus limited.

In case of a break or disarrangement of parts that would ordinarily permit the drawbar to pull out, the bu ffer-head M will come in contact with the end sill of the ear and the spur P projecting from the front face of said head will be caused to pierce the woodfibers and thus automatically embed itself in said sill to prevent vertical displacement of said draw-bar. At the same time sufficient clearance will be had to permit of the dog S dropping behind the buffer-head and thus prevent rearward movement of the draw-bar. Hence it will be seen that the-latter is not only held against vertical displacement,- but that it is also prevented from longitudinal movement incidental to pull orpush thereon, the rear end of said dog being then flush with and against the block Q, set in between the center sills of the car. The above result having been accomplished the draw-bar is automatically locked in place and will remain serviceable for an indefinite period pending such repairs as may be necessary.

WVhile we have shown the buffer-head provided with a depending shank engaging longitudinal slots in the yoke and draw-bar, together with keys engaging the shank below said yoke, it is practical in connection with a spindle draw-bar to proportion said shank so as to obtain clearance for the spindlehead and to also provide its lower end with a thread for a nut and lock-nut. It is also practical to do away with the shank and have the buffer-head in bolt or rivet connection with the upper strap of the yoke herein shown or the upper side of a spindle drawbar. These variations being matters of mechanical expediency that would readily sug* gest themselves to car-builders and repairers, their illustration has not been deemed necessary, inasmuch as they do not in any way affect what we consider is our invention in its generic sense.

Having now fully described our invention, what we claim as new, and desire to secure by Letters Patent, is-

1. The combination of a draw-bar,a bufferhead movable with the same in rear of a railway-car end sill, a spur extending forward from the buffer-head to be forced into the end sill in case of break or disarrangement of parts that would ordinarily permit the drawbar to pull out of place, and suitable means for automatically preventing rearward movement of said draw-bar should an engagement of the spur with said end sill be effected.

2. The combination of a draw-bar, a buffer-head movable with the same in rear of a railway-car end sill, a spur in the form of the upper half of a cone extending forward from the buffer-head to be forced into the end sill in case of break or disarrangement of parts that would ordinarily permit the draw-bar to pull out of place, and suitable means for preventing rearward movement of said draw-bar should an engagement of the spur with the end sill be effected.

3. The combination of a draw-bar, a butfer-head movable with the draw-bar in rear of an end sill constituting part of a railwaycar provided with said draw-bar, and a dropdog that is normally supported on the bufferhead but which automatically comes in rear of the same when the aforesaid draw-bar tends to pull out of place.

4. The combination of a draw-bar, a butfer-head movable with the draw-bar in rear of an end sill constituting part of a railwaycar provided with said draw-bar, a block supported intermediate of center sills pertaining to the car, and a dog in hinge connection with the block, this dog being normally supported on the buffer-head but having automatic descent in rear of the same in case the aforesaid draw-bar tends to pull out of place.

5. The buffer -head having a depending shank engageable with a draw-bar in rear of an end sill constituting part of a railway-car, a spur extending forward from the bufferhead, and a drop-dog that automatically finds its way in rear of said buffer-head in case the spur of the same is engaged with the end sill.

6. The bufferhead having a depending shank engageable with a draw-bar in rear of an end sill constituting part of a railway-car, and a drop-dog normally supported on the buffer-head but which automatically comes in rear of the same when said draw-bar tends to pull out of place.

7. The buffer head having a depending shank engageable with a draw-bar in rear of an end sill constituting part of a railway-car, a spur extending forward from the bufferhead, and a drop-dog normally supported 011 said buffer head but which automatically comes in rear of the same when said draw-bar tends to pull out of place.

8. The combination of a draw-bar, a yoke having inturned ends in opposition to drawbar shoulders, a draft-sprin g and its followerplates embraced by the yoke in rear of the draw-bar, a buffer-head that rests on the yoke but is provided with a vertical shank that IIO engages longitudinal slots in said yoke and draw-bar, and keys engaging apertures in the buffer-head shank below the aforesaid yoke.

9. The combination of a draw-bar, a yoke engaged therewith, a buffer-head having a depending shank engaging longitudinal slots in the yoke and drawbar, keys engaging apertures in the buffer-head shank below said yoke, a spur extending forward from said buffer-head, a block arranged between center sills of the car, and a dog in hinge connection with the block, this dog being normally supported by the aforesaid buffer-head but having automatic descent in rear of the same in case the aforesaid draw-bar tends to pull out of place.

10. The combination of a draw-bar, a buffer-head movable with the draw-bar in rear have hereunto set out hands, at Waukesha,

in the county of VVaukesha and State of Wis consin, in the presence of two witnesses.

JAMES EMMETT BROWN. EMMETT E. PETTIT.

Witnesses:

WM. H. MADDEN, LEONARD MEIDER. 

